williams



(No Model.) 3 Sheets-Sheet 1.

H. WILLIAMS.

GAS MOTOR ENGINE.

No. 386,949. Patented July 31, 1888.

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(No Model.) 3 Sheets-Sheet 2.

H. WILLIAMS.

GAS MOTOR ENGINE.

(No Model.) 3 Sheets-Sheet 3.

H. WILLIAMS.

GAS MOTOR ENGINE.

No. 386,949. Patented July 31, 1888.

FIGB.

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UNITED STATES PATENT OFFICE.

HUGH VILLIAMS, OF STOCKPORT, COUNTY OF CHESTER, ENGLAND.

GAS-MOTOR ENGINE.

SPECIFICATION forming part of Letters Patent No. 386,949, dated July 3l,1888.

Application filed January 23, 1888. Serial No. 261.033. (No model.)

.To LZZ whom z' may concern:

Be it known that I, HUGII WILLIAMS, a subject of the Queen of Britain,and a resident of Stockport, in the county of Chester', England, haveinvented new and useful Improvements in Gas-Motor Engines, of which thefollowing is a specification.

This invention relates to an invention for which I made application forLetters Patent of the United States on the 23d day of' January, 1888,Serial No. 261,632. ln the specification to that said application Idescribed and the drawings showed a gas motor engine arrangedsubstantially as follows: A compound cylinder consisting of acharging-cylinder and a power-cylinder of two different diameters with acharging-piston and a power-piston each fitted to the diameter of itsrespective cylinder and combined and operating as asingle piston; also,a passage for the admission and discharge of mixed gas and air to andfrom the chargingcylinder, and a valve for alternately placing saidpassage in communication with the gas and air inlets and with a reservoir for the storage of the charge compressed into it by the action ofthe charging-piston until at the proper moment the said charge was freeto flow through a valve into the powercylinder, where it wassubsequently compressed by the power-piston and then eX- ploded.

New, my present invention consists, chiefly, in employing duplicateengines of substantially the construction specilied in my saidapplication, the two engines being coupled to one and the same crankshaft.

In order that my invention may be fully understood and readily carriedinto effect, I will describe the accompanying three sheets of drawings,reference being had to the figures and letters marked thereon.

Figure lis a side elevation, and Fig. 2 a plan, both partly in section,of a gas-motor engine constructed and arranged according to my presentinvention. Fig. 3 is an irregular sectional plan of the gas and airadmission valves and their passages. This View is taken on the planeofthe line A B, Fig. l. Figs. 4, 5, and 6 are transverse verticalsections taken, respectively, on the lines C D, Fig. 1, E F, and G H,Fig. 2.

Similar letters refer to similar parts throughout the several views.

a designates the frame or main casting of the engine, b the ily-wheel,and c the crankshaft. Each compound cylinder is bored to two diametersto form two sets of cylinders, Z d and c e', which are fitted withpistons ff and g g of corresponding diameters. The larger cylinders, (Zd', are those into which the charges of mixed gas and air are drawn bythe charging-pistonsff, and the smaller eylinders, c e', are thepower-cylinders, in which the said charges are compressed and ignited toaetuate the power-pistons gg'. Thcpistons of each pair are respectivelyformed with or connected together by a hollow trunk, h h', which trunksare connected by rods Z i' to the crank-shaft c.

The gas-inletsjj, Figs. l, 3, and 4, and the air-inlets 7c, one of whichis shown in the sectional view, Fig. 4, are controlled by twovertieally-reciprocating slide-valves, Z Z, which are operated from thesame eccentric on the crank-shaft c, which operates the ordinary slideignition-valves,m m,by means of the conneeting-rods m2 m. Theslide-valves Z Z are operated by means of a rod, a, jointed at one endto the reciprocating connecting-rod m2, and at the other end to a lever,n', pivoted on the frame at n2. On the lever n are pivoted two fingers,n n4, which are weighted at a5, and are jointed to a rod, o,wliieh ispivoted to a rod, o', connected to the governor p. In each of the valvesZZ there is an opening and a passage, Z2, (see Fig. 4,) and the valvesare weighted with springs 1' fr', (see Fig. 1,) which keep them normallyclosed to prevent the entrance of gas from the inletsjj'and air from theinlets k,- but when the reciprocating connectingrod m2 by means of therod a rocks the pivoted lever n onits fulerum n2 the said lever by meansof the lingers n* n" alternately raises first one and then the otherslide-valveZ or Z', so as to place the opening therein opposite thegas-inlet, and by means ofthe passage Z2 to connect the air-inlet k witha passage, s or t. Of these the passage s leads to an inlet, s', intothe charging-cylinder d, and also to an inlet, si, (see Figs. 2 and 6,)controlled by non-return valves s3, to the power-cylinder e', while thepassage t leads to an inlet, t', into the charg- IOO ing-cylinder cZ,andalso to an inlet, t2, into the power-cylinder e, controlled bynon-return valves, (not shown, but exactly similar to the valves si,Fig. 6.) The slide-valve Z governs the passage s and the slide-valveZthe passage t, so that when the valve Z is raised by the action of therod n, lever n', and finger n3, as described, the opening and passage Z2in the said valve connect the gas-inletj and the air-inlet Za by thepassage s and inlet s with the charging cylinder' d. l Zhen the fingern3 begins to fall again, the valve Z is closed by the action ofthespring i. Similarly, when the inger n4 raises the valve Z, the openingand passage Z2 therein place the gas-inlet j and air-inlet 7c incommunication with the passage t, and so by the inlet t with thecharging-cylinder d. lVhen too much gas is being admitted to the enginethrough lightening of the load or from other cause, and thegovernorballs p rise, the rod o is raised and draws the rod o in thedirection of the arrow, Fig. 1, thereby moving the fingers n3 n* clearof the valves Z Z', so that when the fingers rise by the action of therod fn they fail to raise either of the valves Z Z', and no more gas andair are admitted to the charging-cylinders d d until the governor-ballsagain fall and the yfingers 'n3 n* resume their vertical position. Thepowercylinders e e are furnished with exhaust-ports e'l e, respectively,as shown in Fig. 2 and illustrated, also, by Fig. 5, and the engine isprovided with the usual arrangements for storing gas, for supplyingflame to the slide ignitionvalves m m, and for jacketing thepower-cylinders.

The operation of the engine constructed and arranged as above describedis as follows: The engine may be started in any convenient manner,either by turning the iiy-wheel, or, in the case of large engine/s, bythe application of an auxiliary starting-engine, and as the pistons movein the direction of the arrow, Fig. l, the traverse of theconnecting-rod m2 operates the rod u and raises the valve Z', therebyplacing the gas-inlet j and air-inlet 7c into communication with thepassage t, so that as the piston f moves outward it draws into thecharging-cylinder cZ from the passage t, through the inlet t,aoharge ofmixed gas and air. On the return-stroke the finger n* drops and thespring 1" closes the valve Z, thereby shutting off the gas and airsupplyfrom the charging-cylinder d, while the finger n3 opens the valve Zandby means of the passage s and inlets connects the gas and air supplywith the chargingcylinder d', so that as the combined pistons f g moveinward the piston f expels the charge from the cylinder oZ through theport tiuto the passage t, while, the combined pistonsf g movingoutward,the piston f draws from the supplyj k a charge of mixed gas andair through the passage s and port s into the chargingeylinder d. On thenext stroke the pistons again move in the direction of the arrow, Fig.1, and after the piston g has moved a certain distance outward thepressure on the contents of the power` cylinder e will be reducedsufficiently to allow the mixture of gas and air in the passage t toraise the non-return valves and to rush through the inlet t2 into thepowercylinder e. Meanwhile, as the valve Z is at this time open, thecharging-pistonf will be drawing in a fresh charge through the port t,as already described, and the charging-piston f will be expelling thecharge from the cylinder cZ into the passage s. On the next stroke thepiston g, moving inward, cornpresses into the combustion chamber of thecylinder e the charge of mixed gas and air in the said cylinder, thecharging-piston f expels the charge from the cylinder d, the piston fdraws in a fresh charge into the charging-cylinder d', and the piston ga mixed charge from the passage s through the valves s3 into thepower-cylinder e. The slide ignition-valve m then brings the liame tothe port in connection with the inlet t2, thereby igniting the chargecompressed within the powercylinder e and giving an impulse to thepowerpiston g,which moves outward, and the powerpiston y',movinginward,comp resses the mixed charge within the power-cylinder e'. Whenthe piston g has reached the limit of its instroke, the compressedcharge within the combustion-chamber of the power-cylinder e is explodedby the flame carried by theslide ignitionvalve m,and thus an impulse isgiven to the piston g. During the outstroke of the power-piston g, asabove described,the exhaust-ports e2 are uncovered as the said pistonapproaches the limit of its outstroke, and the new charge admitted tothe cylinder e from the passage t at that moment sweeps out the productsof combustion through the exhaust-ports e2,and,simi larly,when thepower-piston g uncovers the exhaust-ports e5, the charge under tensionin the passage s, rushing through the valves s into the cylinder esweeps out the products of combustion through the exhaust-ports e3.

It will be obvious from the yforegoing; description of the cycle ofoperations that compressed charges of mixed gas and air are red rst inone powercylinder and then in the other, and consequently that twoimpulses are obtained for every revolution of the crankshaft. When,however, the load is suddenly lightened, or from other causes it isnecessary that the engine should develop less power,and the governor 19by means of the connectingrods o o' moves the fingers n3 n4 out of theirvertical positions, then the ngers cease to operate the valves Z Z andthe supply of gas and air is cutoff from the engine,a.nd no explosiontakes place within the power-cylinders until the engine regains itsnormal speed and the fingers as a* have recovered their verticalposition.

What I claim as my invention, and desire to secure by Letters Patent ofthe United States, 1s-

l. The charging-cylinders d eZ', their pistons ff', the power-cylinderse e and their pistons g g', the piston-connecting rods 'Z Z', and crank-IOO IIO

shaft c, in combination with the valves l Z', controlling-passages s andt, communicating at one end with the gas and air inlets and at the otherend with their respective charging and power cylinders, said valvesbeing operated by suitable connections from one of the connecting-rodsof the two slide ignition-valves mm and regulated by connections fromthe governor p, all substantially as and for the purposes hereindescribed.

2. The combinatiomwith the two compound cylinders d e d e', theirrespective pistons connected to the crank-shaft c, to which are alsoconnected the slide ignition-valves m m,

HUGH WILLIAMS.

Vitn esses:

C. SEDGWICK, EDGAR TATE.

